Railing car roll stabilization

ABSTRACT

A stabilization device for limiting the roll in railway cars for avoiding excessive and dangerous roll amplitudes. In one embodiment, the device comprises a spring which is substantially compressed while in its relaxed state mounted on the truck of a railway car, the spring having a rubber pad on its end nearest the car. In a second embodiment, a solid post is mounted on the truck of a railway car and a ball-bearing system is provided on the end of the post nearest the car. And, in a third embodiment, a trough is rotatably mounted on a support rod associated with the truck. A ball is positioned in the trough and is free to roll in the direction of travel of the railway car.

[451 Feb. 20, 1973 [54] RAILING CAR ROLL STABILIZATION [75] Inventor: Frans V. A. Pangalila, Matawan Township, NJ.

[73] Assignee: John J. McMullen Associates, Inc.,

New York, NY.

[22] Filed: Feb. 9, 1970 [21] App1.No.: 9,927

I [52] US. Cl ..105/l99 CB, 105/199 A, 308/138,

[51] Int. Cl. ..B61f 5/06. 1361f 5/14, Fl6c l9/10 Field ofSearch 105/199 R, 199 C, 199 A,

1,465,908 8/1923 Hyndes ..308/225 460,170 9/1891 Zimmerman ..308/225 2,623,795 12/1952 Birch et at ..308/225 664,888 1/1901 Norwood ..308/225 Primary Examiner-Drayton E. Hoffman Assistant Examiner-Howard Beltran Attorney-Fleit, Gipple and Jacobson [57] ABSTRACT A stabilization device for limiting the roll in railway cars for avoiding excessive and dangerous roll amplitudes. In one embgdiment the device comprises a spring which is substantially compressed while in its relaxed state mounted on the truck of a railway car, the spring having a rubber pad on its end nearest the car. In a second embodiment, a solid post is mounted on the truck of a railway car and a ball-bearing system is provided on the end of the post nearest the car. And, in a third embodiment, a trough is rotatably mounted on a support rod associated with the truck. A ball is positioned in the trough and is free to roll in the direction of travel of the railway car.

12 Claims, 12 Drawing Figures PATENTEB EBZOIQH 3.7173107 sum 1 BF 3 INVENTOR FRANS V. A. PANGALILA BL I PATENTEU FEBZO 9 3 SHEET 2 OF 3 mvzmoa FRANS V. A. PANGAL/LA J ATTORNEYS RAILING CAR ROLL STABILIZATION BACKGROUND OF THE INVENTION In my copending U.S. Patent Application, Ser. No.

864,967, filed Oct. 7, 1969, and entitled Stabilization 5 of Railroad Cars, the problems of roll in railroad cars were discussed. In this patent application, several embodiments of roll stabilizers were disclosed, each serving, in its own way, to avoid severe and dangerous roll amplitudes in railroad cars.

My copending U. S. patent application points out that under certain conditions, a railway car may reach its resonant state and may roll excessively, thereby setting up a dangerous condition. This depends upon several factors, among which are the natural period of the car, the distance between trucks on a particular car, the spacing between the track joints, and the speed at which the train travels. And, as a factor complicating this problem, the load condition of the car must also be considered.

In my above-referenced U. S. patent application three embodiments of roll limiters were disclosed, two having particular pertinence here. The first shows a spring mounted on the truck of a railway car extending toward but spaced from the bottom of the car. When the car rolls and comes in contact with the spring, the overall resonant frequency of the system is changed, thus destroying the strong tendency of the car to roll. The second embodiment shows a solid post mounted onthe truck of a railway car extending toward but spaced from the bottom of the car. When the car rolls, it encounters the post and is therefore abruptly limited in its amplitude of allowable roll.

There is one substantial problem involved in stabilizing a railway car which was only briefly touched upon in my copending patent application the problem of damage to the stabilizer when the train encounters a curve. More particularly, when the train begins its travel around a curve, there is relative motion between its truck and the car itself. Therefore, if the stabilizer acts between the truck and the car, shear forces are created which tend to damage the stabilizer device.

In the first embodiment of my previous invention, described above, the relative motion between the truck and the car is not a problem. The spring yields when a curve is encountered. However, with this embodiment, there is no positive limiting position for the roll of the car.

In the second embodiment, on the other hand, the stabilizer positively limits the roll of the car, but does so in a manner which may damage the roll limiter when the train reaches a curve.

BRIEF DESCRIPTION OF THE INVENTION The present invention relates to a roll limiter for railway cars which defines a positive roll limit and which operates without damage when the cars encounter curves. Three embodiments of the present invention are contemplated, and in each, the railway car is allowed to roll very slightly without experiencing the effectof the limiter. However, when the roll reaches a certain severity, the car encounters the abrupt upper limit to the allowed roll amplitude defined by the limiter. Further, each embodiment of the present invention allows the railway car to execute curves without damage to the roll limiter. This is accomplished by allowing the roll limiter freedom of motion in a horizontal plane.

The first embodiment of the present invention takes the form of a spring system mounted on the truck of a railway car. The spring is rather stiff and, in its relaxed state, is only slightly longer than its fully compressed length. That is, the spring can be made to compress only slightly before the adjacent coils abut one another. A pad, for example of rubber, is mounted on the end of the spring nearest the railway car and is initially spaced a small distance from the bottom of the car.

Because the spring is substantially fully compressed in its relaxed state, full compression occurs shortly after being contacted by the car. However, because of the resilient nature of a spring, even when fully compressed, the associated pad is able to follow the car in a horizontal plane. In this manner, the car is capable of executing turns without shear damage to the roll limiter.

In the second embodiment of the present invention, a solid post is mounted on the truck of a railway car and is fitted, on its end nearest the car, with a ball-bearing arrangement. When the car comes in contact with the roll limiter, even when the car experiences relative movement in a horizontal plane, the car is allowed to roll along the balls and, therefore, shear damage to the limiter is prevented. At the same time, a maximum roll amplitude is positively defined. To cushion the initial shock when impacted by the car, the balls forming a part of the ball-bearing assembly may be of a hard rubber or, alternatively, the solid post may be associated with a rubber cushion.

In the third embodiment of the present invention, the roll limiter comprises a solid post mounted on the truck of a railway car. A trough is pivotally mounted on the post and houses a ball which is free to roll in a substantially horizontal plane. The ball is urged toward the center of the trough by means of the trough shape or by means of a set of biasing springs. Relative motion between the car and the truck is permitted much in the manner as described above with regard to the second embodiment of this invention.

Accordingly, it is the main object of the present invention to provide a roll limiter for railway cars which is capable of positively stopping roll before the roll amplitude reaches dangerous proportions, and which is able to function safely while the associated car is executing turns.

This and other objects of the invention will become more readily apparent when reference is made to the following description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of a railway car and truck assembly equipped with a roll limiter constructed in accordance with the first embodiment of the present invention;

FIGS. 20 through 2f are schematic drawings illustrating the various stages of operation of the roll limiter illustrated in FIG. 1;

FIG. 3 is a side view similar to FIG. 1, but showing the second embodiment of the roll limiter forming a part of the present invention;

FIG. 4 is a view taken along line 44 of FIG. 3;

FIG. 5 is a side view similar to FIG. 1, but showing the third embodiment of the roll limiter forming a part of the present invention;

FIG. 6 is a top view taken along line 6-6 of FIG. 5; and

FIG. 7 is a top view of an alternate configuration of the stabilizer forming the third embodiment of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS With reference first to FIG. 1, a portion of a railway car body is shown generally at 10. Supporting the body 10 is a pair of standard trucks 12 (only one being shown) equipped with conventional cushioning springs 14. Mounted on the truck 12 and shown generally at 16 is a side bearing or roll limiter constructed in accordance with the first embodiment of the present invention. The roll limiter 16 takes the form of a cushion means or spring 18 mounted on the truck 12 and a resilient plate or pad 20, for example of rubber, mounted on the end of the spring nearest the car 10. The roll limiter 16 is adjustably mounted on the truck 12 by adjustable mounting element 22, which is provided to ensure proper limiter operation under all conditions of loading.

An important feature of the present invention is that the spring 18 is relatively stiff and heavy and is, in its relaxed state, only slightly longer than when in its fully compressed state. The spring must be stiff and heavy so that the initial impact of the railway car can be cushioned and so that the fully compressed spring has substantially the supporting strength of a solid rod. The spring must be only slightly compressible so that once it serves to cushion the impact of the car, it serves as a positively defined roll limiter.

The roll limiter shown in FIG. 1 operates as follows when encountering straight-tracks. When the car 10 rolls in excess of small roll angles, its bottom contacts the pad 20 of the roll limiter 16 and compresses the spring 18. However, since the spring 18 is able to compress only slightly after the initial contact, the car 10 is positively acted upon by the limiter 16 as if the spring 18 were a solid cylindrical rod. That is, when the car 10 acts on the spring 18, the spring tends first to cushion the impact of the car and then, almost immediately, acts as a solid rod which positively defines an upper limit to the allowed amplitude of roll. In this manner, the car'is simply and economically prevented from reaching dangerous states of excitation.

Under curved-track conditions, the roll limiter 16 operates other than as described above. The roll limiter is adapted to allow unretarded relative motion between the car and its trucks, under all track conditions, and still serves to effectively limit the roll of the car to a preset amplitude. Further, the limiter 16 is adapted to operate while the car encounters curves without the danger of damaging the roll limiter. This operation is described below with reference to FIGS. 2a through 2f illustrating two typical roll cycles as a railway car begins to travel around a curve.

It is assumed that the car rolls from side to side during all stages of its voyage, including those stages when curves are encountered. Therefore, the car will alternately contact the roll limiters on each side of the car. Further, during certain stages of curved travel,

relative motion takes place between the car and its supporting trucks, this relative motion tending to be a problem with roll limiters which act between the car and the truck. However, the limiter of the present in vention successfully overcomes this problem.

With reference, then, to FIGS. 2a through 2f, two typical roll cycles of a car, at the initiation of or upon leaving a curve, and equipped with the roll limiter shown in FIG. 1, will be described. An arrow 24, fixed on the car 10, is used in each of FIGS. 2a through 2f to illustrate the relative motion between the car and the limiter.

FIG. 2a shows the initial contact between the car 10 and the limiter 16 as the car encounters or leaves a curve. Because of the curving track, there is relative motion between the car 10 and the truck 12. This motion often occurs while the car abuts the pad 20 and is depicted in FIG. 2b. While the relative motion has been a problem with other roll limiters, it is not a problem with the limiter of the present invention. Due to the flexibility of the spring 18, even when fully compressed, relative motion between the car and the truck may take place without damaging the limiter.

In FIG. 2c, the car 10 and the truck 12 are shown when the car has rolled off the limiter. Again, because of the spring characteristics, the limiter 16 snaps back to its rest position when released by the car.

In FIG. 2d, the car has again contacted the limiter 16. The cycle then repeats itself, continuing as shown in FIGS. 2e and 2f, and repeats until the curvature of the track encountered by the car becomes constant.

It should be evident, from FIGS. 2a through 2f, that the roll limiter 16 of the present invention safely stabilizes railway cars against excessive roll and does so without detracting from the capability of the car to encounter curves. Further, from the operating stages shown in FIGS. 2a through 2f, it is apparent that the limiter operates without danger of damage to itself.

With reference now to FIGS. 3 and 4, the second embodiment of the present invention will be described. In this embodiment, a railway car is shown generally at 26 and is supported on a pair of standard trucks 28. A roll limiter, or side bearing shown generally at 30, is mounted on each truck 28. Naturally, the limiter could be adjustably mounted.

The roll limiter 30 comprises a rigid post 32 with cushion means 34 associated therewith, the cushion means 34 serving to relieve the initial impact when the railway car 26 contacts the limiter 30. On the uppermost end of the post 32, a series of balls 36 are arranged so as to define a ball-bearing or anti friction bearing assembly. A circular cap 38 fits over the balls 36, the cap having holes adapted to hold the balls in place while allowing the balls to project above the top of the cap. Surrounding each hole is a dust trap 40 for ensuring that the ball-bearing assembly stays clean.

In operation, the second embodiment of the present invention limits the roll of the car body 26 by the presence of the rod 32 and the balls 36. The roll of the car is prevented by the relatively solid roll limiter. And, relative motion between the car body and truck is facilitated by the rolling contact defined by the ballbearing assembly.

As noted above, a rubber cushion 34 is provided to prevent shock damage to the limiter 30, caused by the initial impact of the railway car 26. However, the cushion 34 may be eliminated if the balls 36 are constructed of a material such as hard rubber.

With reference now to FIGS. 5 and 6, the third embodiment of the present invention will be described. In this third embodiment, a railway car body 42 is mounted on a pair of trucks 44 in a conventional manner. A roll limiter or side bearing 46 is provided, the limiter comprising a rigid post 48 associated with a shock cushion 50. An anti-friction bearing assembly including a trough 52, having a rounded bottom and a flat open top, is pivotally mounted on the upper end of the post 48. A slotted cover 54 covers the top of the trough 52 and a ball 56 freely rolls in the trough, but is biased by a pair of springs 58 mounted on opposite sides of the trough. spherically-shaped plates 60 are provided on the ends of the springs 58 to allow free rotation of the ball 56.

The third embodiment of the present invention operates as follows. When the car body 42 rolls, it contacts the ball 56 and, because of the relatively solid resistance met, the roll of the car is abruptly restricted. When the car 42 moves relative to the truck 44, as when encountering or leaving a curve, the car rolls on the ball 56 which, in turn, rolls in the pivoting trough 52. In this manner, damage to the limiter 46 is prevented.

The limiter 46, shown in FIGS. 5 and 6, may be modified in two particulars. First, the springs 58 may be removed. Since the bottom of the trough 52 is arcuate, the ball 56 tends to center itself due to the force of gravity. Second, it is not deemed absolutely essential that the trough 52 pivot on the support rod 48. If sufficient freedom is allowed the ball, the ball will move in an are even though the slot in the cover 54 is linear.

In FIG. 7, a modification of the third embodiment of the present invention is illustrated. The trough of this modification is shown at 52' and the ball is shown at 56', the trough 52', unlike that shown in FIG. 6, being arcuate in shape. In this manner, the trough 52' may be rigidly mounted on its associated truck, rather than pivotally mounted as shown in FIG. 5. The reason for this is that the relative motion between a point on the bottom of the car and a point on the truck is arcuate in nature, the center of the arc being the interconnecting point between the truck and the car. Therefore, by rolling the ball in an arcuate trough, the ball rolls in its natural direction without resistance from the trough.

Above, there have been described several embodiments of the present invention, these embodiments having been described for illustrative purposes only. It is the intent, therefore, that the present invention not be limited by the above, but be limited only as defined in the appended claims.

What is claimed is:

l. A side bearing for use in combination with a railway car having trucks for supporting the car body, said side bearing comprising:

a mounting element connectible to each of said trucks; and

means in operative relationship with said mounting element for limiting roll of said car body, said rolllimiting means including;

a resilient plate in spaced relationship with respect to said car body and engageable by said body upon roll of said body; and

double-ended cushion means having a central axis and positioned intermediate said mounting element and said resilient plate, said cushion means being restrained at said ends when said body contacts said resilient plate and said cushion means further characterized by being resilient in both vertical and horizontal directions whereby the axis of said cushion means is inclined with respect to the vertical upon engagement of said car body and said resilient plate during roll of the body and upon relative horizontal movement between said car body and said truck.

2. The combination recited in claim 1, wherein said cushion means comprises a spring mounted on said truck and characterized by the fully compressed dimension of said spring being substantially equal to the relaxed dimension of said spring.

3. The combination recited in claim 2, wherein said spring is adjustably mounted on said truck so that the relative position between the end of the spring nearest the railway car body and the car body itself can be varied.

4. The combination recited in claim 2, wherein said resilient plate is a rubber pad.

5. A side bearing for use in combination with a railway car having trucks for supporting the car body, said side bearing comprising:

a rigid post connectible to each of said trucks; and

means in operative relationship with said post for limiting roll of said car body, said roll-limiting means including; an anti-friction bearing assembly in spaced relationship with respect to said car body and engagable by said body upon roll of said body; and

double-ended cushion means positioned in operative relationship with said bearing assembly and said rigid post, said cushion means characterized by being resilient in both vertical and horizontal directions whereby the cushion means acts to prevent shock damage to the side bearing, as a result of the impact between the car body and said bearing assembly.

6. The combination defined in claim 5, wherein said anti-friction bearing assembly includes a ball-bearing assembly mounted on the end of the post nearest the railway car body.

7. The combination defined in claim 5, wherein said anti-friction bearing assembly comprises: a trough mounted on said rigid post; and a ball positioned and adapted to roll in said trough, whereby the ball extends out of said trough an amount so that said railway car body may contact said ball without encountering said trough.

8. The combination recited in claim 7, wherein the bottom of said trough is arcuate, thereby urging the ball, by gravity, towards the center of the trough.

9. The combination recited in claim 7, further including springs in operative relationship for urging the ball towards the center of said trough.

10. The combination defined in claim 7, wherein said trough is pivotally mounted on said rigid post.

11. The combination recited in claim 7, wherein said trough is arcuately shaped.

12. The combination recited in claim 11, wherein the arc of the trough is centered at the center of relative rotation between the truck and the car body and passes through the center of the trough. 

1. A side bearing for use in combination with a railway car having trucks for supporting the car body, said side bearing comprising: a mounting element connectible to each of said trucks; and means in operative relationship with said mounting element for limiting roll of said car body, said roll-limiting means including; a resilient plate in spaced relationship with respect to said car body and engageable by said body upon roll of said body; and double-ended cushion means having a central axis and positioned intermediate said mounting element and said resilient plate, said cushion means being restrained at said ends when said body contacts said resilient plate and said cushion means further characterized by being resilient in both vertical and horizontal directions whereby the axis of said cushion means is inclined with respect to the vertical upon engagement of said car body and said resilient plate during roll of the body and upon relative horizontal movement between said car body and said truck.
 1. A side bearing for use in combination with a railway car having trucks for supporting the car body, said side bearing comprising: a mounting element connectible to each of said trucks; and means in operative relationship with said mounting element for limiting roll of said car body, said roll-limiting means including; a resilient plate in spaced relationship with respect to said car body and engageable by said body upon roll of said body; and double-ended cushion means having a central axis and positioned intermediate said mounting element and said resilient plate, said cushion means being restrained at said ends when said body contacts said resilient plate and said cushion means further characterized by being resilient in both vertical and horizontal directions whereby the axis of said cushion means is inclined with respect to the vertical upon engagement of said car body and said resilient plate during roll of the body and upon relative horizontal movement between said car body and said truck.
 2. The combination recited in claim 1, wherein said cushion means comprises a spring mounted on said truck and characterized by the fully compressed dimension of said spring being substantially equal to the relaxed dimension of said spring.
 3. The combination recited in claim 2, wherein said spring is adjustably mounted on said truck so that the relative position between the end of the spring nearest the railway car body and the car body itself can be varied.
 4. The combination recited in claim 2, wherein said resilient plate is a rubber pad.
 5. A side bearing for use in combination with a railway car having trucks for supporting the car body, said side bearing comprising: a rigid post connectible to each of said trucks; and means in operative relationship with said post for limiting roll of said car body, said roll-limiting means including; an anti-friction bearing assembly in spaced relationship with respect to said car body and engagable by said body upon roll of said body; and double-ended cushion means positioned in operative relationship with said bearing assembly and said rigid post, said cushion means characterized by being resilient in both vertical and horizontal directions whereby the cushion means acts to pRevent shock damage to the side bearing as a result of the impact between the car body and said bearing assembly.
 6. The combination defined in claim 5, wherein said anti-friction bearing assembly includes a ball-bearing assembly mounted on the end of the post nearest the railway car body.
 7. The combination defined in claim 5, wherein said anti-friction bearing assembly comprises: a trough mounted on said rigid post; and a ball positioned and adapted to roll in said trough, whereby the ball extends out of said trough an amount so that said railway car body may contact said ball without encountering said trough.
 8. The combination recited in claim 7, wherein the bottom of said trough is arcuate, thereby urging the ball, by gravity, towards the center of the trough.
 9. The combination recited in claim 7, further including springs in operative relationship for urging the ball towards the center of said trough.
 10. The combination defined in claim 7, wherein said trough is pivotally mounted on said rigid post.
 11. The combination recited in claim 7, wherein said trough is arcuately shaped. 